Train-pipe coupling.



HQ O. WI TWER. TRAIN PIPE COUPLING. APPLICATION FILED JAN. 15, 1910.977,917, Patented Dec. 6,1910.

8 SHEETSBHEET 1.

' ATTOR/VfYS H. 0. WITWER. TRAIN PIPE COUPLING. APPLICATION FILED JAN.16. 1910.

Patented Dec.6,191 0.

3 SHEETS-SHEET 2.

a l NR l/Vl/E/YTOR a/"x70. Mia/er ATTORNEYS WITNESSES:

ms NORRIS PETERS 60 WASHINGTON, n

H. O. WITWER.

TRAIN PIPE COUPLING.

APPLICATION FILED JAN. 15. 1910.

Patented Dec. 6, 1910.

3 SHEETS-SHEET 3.

. ATTORNEYS HARVEY OLIVER WITWER, OF LETHBRIDGE, ALBERTA, CANADA.

TRAIN-PIPE COUPLING.

Specification of Letters Patent.

Patented Dec. 6, 1910.

Application filed. January 15, 1910. Serial No. 538,180.

To all whom it may concern:

Be it known that I, HARVEY O. WITWER, a citizen of the Dominion ofCanada, and a resident of Lethbridge, in the Province of Alberta andDominion of Canada, have invented a new and Improved Train-PipeCoupling, of which the following is a full, clear, and exactdescription.

The invention relates to railway cars having pipes for conducting fluidpressure, such as air and steam, from one car to another for braking,signaling, heating and other purposes. I

The object of the invention is to provide a new and improved automatictrain pipe coupling, arranged to insure an automatic cou lin of thetrain i es of two cars com ing together, to cut off the fluid pressurein the tram pipes on the cars being uncoupled, and to cause an emergencyapplicatlon of the fluid pressure brakes in case the cars accidentallybreak apart.

For the purpose mentioned, use is made of a coupling head attached to acoupling pipe moving bodily with the draw bar and having movementindependent of the draw bar in both a longitudinal and a lateraldirection, the coupling pipe being provided with a valve, controlled bythe movement of the coupling pipe and its head.

A practical embodiment of the invention is represented in theaccompanying drawings forming a part of this specification, in whichsimilar characters of reference in dicate corresponding parts in all theviews.

Figure 1 is a side elevation of the train pipe coupling as applied totwo cars coupled together and shown in section; Fig. 2 is a sectionalside elevation of the pipe coupling showing the two coupling members ofadjacent cars coupled together; Fig. 3 is a plan view of the same, partsbeing in section; Fig. 4 is a front elevation of one of the couplingmembers in position on the car; Fig. 5 is an enlarged sectional sideelevation of the locking and releasing device for the rod to control thevalve in the coupling pipe; Fig. 6 is a plan view, partly in section, ofopposite coupling members in open and noncoupling position; Fig. 7 is anen larged face view, partly in section, of one of the coupling heads;and Fig. 8 is a perspective view of the valve-controlling rod having aforked coupling member.

The cars A, A are provided at their ends with fluid pressure couplingmembers B, B mounted on supports or hangers C, G depending from andmoving bodily with the draw bars D, D mounted to slide in the usualmanner on the cars A, A and provided with coupling members E, E of anyapproved type. The coupling members B, B are alike in construction andhence it suflices to describe but one in detail. A coupling pipe Fterminates at its forward end in a coupling head G, and at its rear endis a valve H connected by a hose I with the train pipe J extending underthe carA (A) in the usual manner, and provided with an angle cock Jnormally open. The pipe F is mounted to slide in the direction of itslength in a bearing K, provided on its sides with trunnions K (see Fig.6), extending in elongated slots C" formed in the side of the support orhanger C, so that the bearing K can swing up and down and with it thepipe F, and the bearing K can also turn in a lateral direction owing tothe elongation of the slots G, as will be readily understood byreference to Fig. 6. The coupling pipe F and its coupling head G arenormally held in a forward position by the action of spring devices L,L, connected at their rear ends to lugs H projecting from the top andbottom of the valve H, and the said spring devices L, L are connected attheir forward ends to the support or hanger C, the spring device Lextending upwardly and forwardly from the lug H to the support C, whilethe spring device L extends forwardly and down wardly from the lug H tothe support C. Each spring device L, L consists of a spring L pressed onat the ends by collars L L held on rods L'', L extending through thesprings L in opposite directions to connect with the lugs H and thesupport C, respectively, as will be readily understood by reference toFigs. 1 and 2. The rear rods L of the spring devices L, L are preferablyin the form of links having a sliding engagement with the lugs H.

The spring devices L, L operate in conjunction with a bar F and pin F tohold the coupling pipe F, in the angular position shown in Fig. 6, thatis, holding the pipe in a horizontal plane at an angle to thelongitudinal center line of the car. The bar F is secured at its forwardend to the rear end of the head G, and the said bar F is secured at itsrear end to the valve H and is provided between its ends with alengthwise-extending slot F, into which projects the pin F extendingtransversely from the support C. When the cars are uncoupled, the pin Fis at the rear end of the slot F and the spring devices L, L are undersufficient tension to pull the pipe F to an angular position, thetrunnions K of the hearing K permitting such movement of the bearing Kand its pipe F. The angular po-. sition of the pipe F in a transversedirection moves the coupling head G into what I prefer to call asecondary angle of approach, as indicated in Fig. 6. The bar F alsoserves as a guide to prevent the pipe F and head G from revolving.

The valve H is provided with a valve plug H for connecting the hose Iwith the pipe F or disconnecting the same, and on one outer end of thevalve plug H is secured an arm H connected by a link 11* with avalve-operating rod N, mounted to slide at its rear end in a bearing onthe valve H, and projecting at its forward end into a guideway O formedon the back of the couphng head G and having an opening 0 to the face ofthe coupling head G, as indicated in Figs. 2 and 7 The forward end ofthe rod N is provided with a coupling member N, preferably in the formof a fork, the arms of which are out of vertical alinement, as plainlyindicated in Fig. 8, so that when the cars A and A are coupled togetherthe members N of the rods N of the two couplings B and B interlock witheach other, as plainly indicated in Figs. 2 and 3, so that one rod whenraised or lowered causes the other rod to move with it in the samedirection. The forward end of the rod N is connected by a link P withthe manipulating device Q, for the coupling E, so that the rod N israised or lowered on actuating the device Q. The rod N is provided withstops N N and N, of which the stops N N operate in conjunction with alug C formed on the support C (see Fig. 5), while the stop N is adaptedto engage the rear side of the support 0 at the time the cars areuncoupled, and the members B and B are disconnected from each other. Therod N slides in a bearing R formed on the lower end of a pin R,extending vertically and mounted to slide in a suitable bearing G formedin the support C, as plainly indicated in Figs. 2 and 5. The pin B ispressed on by a spring R to normally hold the rod N in a lowermostposition, and the upper end of the pin R is provided with a beveled headR adapted to be engaged by the beveled end S of a pin S, mounted toslide lengthwise in a bearing C formed on the support C. The pin S ispressed on by a spring S and is provided with an upwardly extending armS adapted to be engaged by the collar L of the spring device L, towithdraw the pin S from engagement with the head R to allow the spring Rto move the pin Rdownward at the time the cars are uncoupled, ashereinafter more fully explained.

It is understood that when the device Q. is actuated in coupling thedraw bars D, D of adjacent cars A and A together, the rod N is raisedand in doing so, the pin R is caused to slide upward against the tensionof its spring R so that the beveled head B finally passes the beveledend S of the pin S, to allow the'latter to snap under the head R thusholding the pin R and with it the rod N in an uppermost position.

The coupling head G is preferably in the form of a diamond, as indicatedin the drawings, the forward half portion forming a shoe G, while therear end is provided with a pocket G and the rear half portion isprovided on the face of the coupling head with guides G G, extendingalong the top and bottom margins of the rear portion of the head. Theforward end of the pocket G is curved outwardly, so as to permitconvenient entrance of the shoe G of the opposing coupling head when thecars A and A are coupled together, it being understood that when thistakes place the top and bottom edges of the entering shoe are guided toposition and engage the guides G and G so as to insure a firm contactbe-' tween the faces of the two coupling heads G of opposing cars andwhereby the coupling heads are centered, that is, the coupling pipes Fare moved into register with each other and likewise the openings 0 ofthe guideways O of the two united coupling heads.

The operation is as follows: WVhen the carsare uncoupled and approacheach other for coupling, then the heads G stand in angular position, asindicated in Fig. 6, and when the shoes G of the two coupling heads Gengage each other, they press the heads laterally so as to finally bringthe pipes F in alinement and in register with each other as soon as theheads G are firmly coupled together, that is, the shoes G have passedinto the pockets G Now as the cars move farther together, the pipes Fslide in their bearings K in opposite directions, so that the springdevices L and L for each coupling member B, B are placed under hardtension, and consequently the faces of the coupling heads G are firmlypressed together, and are held pressed together under the tension of thesaid spring devices L and L. Then the heads G of the two couplingmembers B and B are coupled together, the coupling members N of the rodsN are likewise coupled together,'and when the cars A and A move intofinal coupling position, it is evident that the supports C move towardeach other, and consequently the lugs C en- Y stops N N opposite the lugC gage the stops N whereby the rods N are shifted to turn the valveplugs H into the open position shown in Fig. 2, to connect the trainpipes J of the adjacent cars A and A with each other, and thus allowfluid pressure to pass from the train pipe of one car to the train pipeof the other car.

It is understood that when the cars A and A are uncoupled, the valves Hare closed, and when the cars are moving into coupling engagement thecoupling heads G, G are coupled together prior to the coupling of thedraw heads D, D, so that the spring clevices L, L are placed under heavytension when the cars are finally coupled together, and it will also benoticed that the final coupling movement of the draw heads D, D, thesupports C by their lugs C engaging the impart lengthwise movement tothe rods N, to move the valves H into open position with a view toconnect the train pipes J, J of the cars A, A with each other.

When the cars are uncoupled and move apart with the rods N raised andthe stop the valves H are closed, to prevent the fluid pressure frompassing out of the train pipes into the atmosphere by Way of the nowdisconnected.

pipes F. It is understood that owing to the stop N engaging the lug Cthe rod N is held against movement during the time the heads G, Gseparate, so that the valves H are turned into closed position, and asthe spring devices relax during the uncoupling, the collars L of thespring devices finally engage and press the arms S of the pins S andthus withdraw the pins S from the pins R, to allow the springs R thereofto force the pins R downward, and hence the rods N, to disengage thestops N from the lugs C The rods N now move in unison with the pipes.

In case the cars A, A break accidentally apart and the rods N are notlifted prior to uncoupling of the cars, then the rods N move with thepipes F, as the stops N now clear the lugs C and hence the valves Hremain open after the heads G, G are disengaged, to allow air to escapefrom the train pipes J, with a View to apply the brakes for an emergencystop. hen the stop pins N finally come in contact with the sup ports C,the valves H are partly closed, but this action is too late to preventthe emergency application of the brakes.

In case it is necessary to open a draw head of an uncoupled car, theoperating device Q is manipulated and the valve operating rod N israised, but as the pin S is held withdrawn from the pin R by the collarL of the spring device L, the pin R .is not locked and drops, and withit the rod N, as soon as the lifting device Q is returned to normalposition.

By constructing the spring devices L, L in the manner described, theyare not liable to be unduly strained, and they tend to hold the couplingpipes F in horizontal position at the time the cars are uncoupled, andthe spring devices readily yield, to allow proper coupling of the headsG even should the same stand at different heights, as the pipes F canswing up or down to'compensate for any discrepancy.

The construction of the coupling heads G insures a positive coupling ofthe same, without danger of leakage of the fluid pressure, as thecontacting faces are interlocked, that is, the shoe of one head engagesthe socket of the other head. It will also be seen that all jars, joltsand stresses are readily taken up by the spring devices L, L, thusrelieving the coupling heads G of undue strains.

By the co-action of the spring devices L, L the bar F and pin F thecoupling pipe F and its coupling head G are held at an angle of approach(see Fig. 6), so that the forward end of the shoe G of one head Gstrikes the other head at about the middle when the heads come together,and when the cars are uncoupled the shoes readily disengage theirinterlocking sockets, owing to the sidewise pressure exerted on the pipeF by the action of the spring devices L, L operating in conjunction withthe bar F and the pin F The pockets G of the coupling heads G arepreferably provided with holes G (see Fig. 7), for the escape of snow orother extraneous matter that may pass into the pockets G Having thusdescribed my invention, I claim as new and desire to secureby LettersPatent:

1. A train pipe coupling, comprising a coupling pipe provided with ahead and a valve, the coupling pipe being supported from the draw bar ofthe car and being mounted to swing laterally and to slide in thedirection of its length, and means for controlling the position of thesaid valve by the movement of the said pipe and its head, the said meansincluding a rod mounted to slide and connected with the valve, the saidrod being provided at its forward end with a coupling member.

2. A train pipe coupling, comprising acoupling pipe supported from thedraw bar of the car and moving with the draw bar, a coupling head on theforward end of the said coupling pipe, a valve on the rear of the saidpipe and connected with a pressure supply, and means arranged for manualcontrol and controlled by the movement of the said coupling pipe andcoupling head and connected with the said valve to control the openingand closing movement thereof,

the said means comprising a valve-operating rod mounted to slide at itsrear end and having a coupling member at its forward end.

3. A train pipe coupling, comprising a coupling pipe supported from thedraw bar of the car and moving with the draw bar, springs connected withthe said coupling pipe to normally hold the same in a forward couplingposition, a coupling head on the forward end of the said coupling pipe,a valve on the rear of the said pipe and connected with a pressuresupply, and means arranged for manual control 'and controlled by themovement of the said coupling pipe and coupling head and connected withthe said valve to control the opening and closing movement thereof, thesaid means comprising a valve-operating rod mounted to slide at its rearend in a bearing on the valve and adapted to be raised and lowered, thesaid rod having a coupling member at its forward end extending into anopening in the said coupling head.

f. A train pipe coupling, comprising a coupling pipe supported from thedraw bar of the car and moving with the draw bar, a coupling head on theforward end of the said coupling pipe and disposed in a vertical planeoblique to the said coupling pipe, a valve on the rear of the said pipeand connected with a pressure supply, and means arranged for manualcontrol and controlled by the movement of the said coupling pipe andcoupling head and connected with the said valve to control the openingand closing movement thereof.

5. A train pipe coupling, comprising a coupling pipe supported from thedraw bar of the car and moving with the draw bar, a. coupling head onthe forward end of the said coupling pipe and disposed in a verticalplane oblique to the said coupling pipe, the coupling head being of anapproximately diamond shape and provided at its face near the rear endwith a pocket for the reception of the forward end of an opposingcoupling head, a valve on the rear of the said pipe and connected withpressure supply, and means arranged for manual control and controlled bythe movement of the said coupling pipe and coupling head, and connectedwith the said valve to control the opening and closing movement thereof.

6. A train pipe coupling, comprising a coupling pipe supported from thedraw bar of the car and moving with the draw bar. a coupling head on theforward end of the said coupling pipe and disposed in a ver' tical planeoblique to the said coupling pipe,

the coupling head being of an approximately diamond shape and providedat its face at the rear end with a pocket and provided at the top andbottom of the rear half of its face with guides, a valve on the rear ofthe said pipe and connected with a pressure supply, and means arrangedfor manual control and controlled by the movement of the said couplingpipe and coupling head and connected with the said valve to control theopening and closing movement thereof.

7. A train pipe coupling, comprising a support depending from the drawbar of the car, a bearing mounted on the said support to swing up anddown and sidewise, a coupling pipe mounted to slide in the said bearing,a coupling head on the forward end of the said coupling pipe, a valve onthe rear of the said pipe and arranged for connection with a fluidpressure supply, springs pressing the said pipe in a forward direction,and means arranged for manual control and for control by the movement ofthe said coupling pipe and its head, the said means being opening andclosing movement thereof.

8. A train pipe coupling, comprising a support depending from the drawbar of the car, a bearing mounted on the said support to swing up anddown and sidewise a coupling pipe mounted to slide in the said bearing,a coupling head on the forward end of the said coupling pipe, a valve onthe rear of the said pipe and arranged for connection with a fluidpressure supply, springs connecting the rear end of the coupling pipewith the said support for normally holding the said coupling pipe andits head in a forward position, a slotted bar on the coupling pipe andhead, a pin 011 the said support engaging the said slotted bar, andmeans arranged for manual control and controlled by the movement of thecoupling head and pipe for controlling the opening and closing movementof the said valve. 9. A train pipe coupling, comprising a supportdepending from the draw bar of the car, a bearing mounted on the saidsupport to swing up and down and sidewise, a coupling pipe mounted toslide in, the said bearing, a coupling head on the forward end of thesaid coupling pipe, a valve on the rear of the said pipe and arrangedfor connection with a fluid pressure supply, a spring device connectingthe rear end of the coupling pipe with the said support, a rod mountedto slide lengthwise and adapted to be raised and lowered, the rod havinga coupling member extending into an opening in the said coupling head,stops on the said rod for engagement with the said support to limit thesliding movement of the rod, a spring-pressed trip pin engaging the saidrod and mounted to slide in the said support, a spring-pressed lockingpin slidable in the said support and adapted to engage the said trip pinto hold the latter and the rod in a raised position, the said lockingpin being controlled by the said spring device, and a connection betweenthe said rod and the said valve.

connected with the said valve to control the 10. A train pipe coupling,comprising a support depending from the draw bar of the car, a bearingmounted on the said support to swing up and down and sidewise, acoupling pipe mounted to slide in the said hearing, a coupling head onthe forward end of the said coupling pipe, a valve on the rear of thesaid pipe and arranged for connection with a fluid pressure supply, aspring device connecting the rear end of the coupling pipe with the saidsupport, a rod mounted to slide lengthwise and adapted to be raised andlowered, the rod having a coupling member in the form of a forkextending into an opening in the said coupling head, stops on the saidrod for engagement with the said support to limit the sliding movementof the rod, a spring-pressed trip pin engaging the said rod and mountedto slide in the said support, a spring-pressed locking pin slidable inthe said support and adapted to engage the said trip pin to hold thelatter and the rod in a raised position, 1 the said locking pin beingcontrolled by the said spring device, and a connection between the saidrod and the said valve.

11. A train pipe coupling, comprising a support depending from the drawbar of the car, a bearing mounted on the said support to swing up anddown and sidewise, a coupling pipe mounted to slide in the said caring,a coupling head on the forward end of the said coupling pipe, a valve onthe rear of the said pipe and arranged for connection with a fluidpressure supply, springs pressing the said pipe in a forward direction,a rod arranged for manual control and for control by the movement of thesaid coupling pipe and its head, the said rod being connected with thesaid valve to control the opening and closing movement thereof, and amanually-controlled .device connected with the said rod for raising thesame on coupling adjacent cars.

12. A train pipe coupling having a coupling pipe arranged for connectionat its rear end with a fluid pressure supply, a coupling head secured onthe forward end of the coupling pipe and approximately diamond shape,the coupling head having its face arranged in a vertical plane obliqueto the length of the coupling pipe, the rear end of the said face beingprovided with a pocket and the top and bottom of the rear half of theface being provided with guides, the front half of the head forming ashoe, and a guideway formed on the back of the coupling head and openingat the face thereof.

13. A train pipe coupling, comprising asupport depending from the drawbar of a car, a bearing mounted on said support to swing up and down andsidewise, a coupling pipe mounted to slide in the said bearing, acoupling head on the forward end of the coupling pipe, a valve on therear end of the coupling pipe and arranged for connection with a fluidpressure supply, a spring de vice connecting the rear end of thecoupling pipe with the said support, a rod mounted to slide lengthwiseand adapted to be raised and lowered, the rod having a coupling member,means for limiting the sliding movement of the rod, means for holdingthe rod in a raised position, the said means being controlled by thesaid spring device, and a connection between the said rod and the valve.

14. A train pipe coupling, comprising a support depending from the drawbar of a car, a coupling pipe provided with a head at its forward endand a valve at its rear end, the coupling pipe being mounted in saidsupport to swing laterally and to slide in the direction of its length,lugs projecting from the top and bottom of said valve, spring devicesconnected at their rear ends to said lugs and at their forward ends tosaid support, the said spring devices pressing the said coupling pipe ina forward direction, and means for controlling the position of the saidvalve by the movement of the said coupling pipe and its head.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

Witnesses H. B. Goon,

SAMUEL O. VVITWER.

